Automatic steering device



N. MINORSKY.

AUTOMATIC STEERING DEVICE.

AwucAloN man Nov. 2. ma.

.1,436,280 Patented NOV. 21, 1922,l

5 SHEETS-SHEET I.

f3 5111 menton Nicolai minoslf T a his Clfornmf je h? @uw N. MINORSKY.

AUTOMATIC STEERING DEVICE.

APPLlcAnoN mso Nov. 2. ma.

1,436,280. Patented Nov. 21, 1922.

5 SlIEEfS'l-SHEU 2.

Nicolai mLnorsky his @Clot/nua N. MINORSKY.

AUTOMATIC STEERING DEVICE.

APPLICATION man Nov. 2I ma,

1,436,280. Patented Nov. 2], 1922,

5 SHEETS SHL 3.

L I: I E, yg-,9295145 Nicolai minorsky hf. /Qgb/ N. MINORSKY. AurommcSTEERING nevlcf. APPLlCAT\0N FILE() HGV. 2. \9\u,

1,436,280. Patented Nov. 21, 1922.

5 SHEETS-SHEE'I 4.

21o O l f fz /L/ f /f 1w 10;/ y f J4 104 /103 4 4I F4 a @o 46 @H M fbHmmm lof 42 Svwcwioz Nicola. mlnotsky N. IWNORSKYA AUTOMATIC STEERINGoEVxCE.

APPLICATlDN ULEB NOV. 2, H918.

Patented Nov. 21, 192;..

gwvemtoz Nicolai minorsky )fj mab/Lf ,nl s GRO/huma Patented Nov.21,1922.

UNITED STATES NICOLAI MINORSKY,

or NEW' Yoan, N. Y.

AUTOMATIC STEERING DEVICE.v

Application led November 2, 1918. Serial No. 260,866.

f To all whom it may concern:

Be it known that I, NIcoLAr MINoRsKr, a citizen of Russia, residing atNew York, New

York, U. S. A., have invented certain new stood if the enormous inertiaof a large mod-` ern ship is considered as well as the change in thedistribution of pressure on different parts of the ship before thetorque which 1s thus created increases to a considerable extent the oriinal action of the helm..

On the ot er hand, if, owing to some sudden unexpected reason such asthe action of wind, waves, etc., the ship deviates from her originalcourse-such deviation cannot instantly be stopped. Again, in trying tomeet her care must be taken to time the action of the rudder to complywith prevailing circumstances, as otherwise the yawing or angulardeviation may assume a permanent character and cause a decrease 1n speedand an increase in the consumption of fuel, while also in the case of abattleship interfering seriously with the accuracy of her gunfire.

The value of a goed helmsman depends greatly on his ability to ease andto meet iher properly, before the desired direction or angular velocityis reached, and the ob jections which have heretofore been raisedagainst attempts to introduce into practice any automatic steeringdevice for ships have chiefly arisen owing to the apparent inability toperceive how it would be possible to produce any mechanical orelectrical devicer l sufficiently perfect to replace that speciofintuition which enables an ellicient helmsman to check the vessel withthe helm at the right moment. An objection of this nature" however, isonly a parallel instance to that which arose in the early days of steamengines, when the necessity of employing a boy to time the admission ofsteam to the engine seemed incapable of being avoided by any form ofmechanical contrivance.

It will be clear, however, that the angular motion of a ship round thevertical axis (her yawing) can be determined if at any moment threefundamental elements are known, v1z.-

l. Angle of deviation from the true Course (T);

2. Angular velocity of the ship ('T) 3. Angular acceleration of the ship(my).

The first element, which is of a purely geometrical nature is indicatedto the helmsman by the compass and, though very important, has directlyvery little to do with the awing.

4T e second and third are both dynamical.

characteristics. of the motion and are thereforeof very considerableimportance. The second, i. e., her angular velocity, can be appreciatedto a certain extent by the helmsman under special conditions, vizabsence of mist and. smoke, by observing the rate of change of abearing. The third, i. e., the angular acceleration, though a veryimportant dynamical quantity and showing clearly the play of thedifferent tcrques on the ship at any particular moment, entirely escapesthe helmsmans notice. The rather `vague expression (tendency to yaw)which is sometimes employed is simply the angular acceleration of theship and as stated is an extremely important dynamical factor, hence thenecessity of obviating the helmsrnans entire lack of due appreciation ofthe angular acceleration and the species of intuitive ess-work which.lie exercises in timing t e action of the helm.

It is the object of this invention to prolWide a device for controllingautomatically theV action of a rudder whereby a more reiined andaccurate mode of steering is obtained than can be effected by ahelmsman. With this object in view the principal feature of theinvention consists in providing a steering device responsive to both thepositional and dynamical elements of the angular motion of the ship orbody to `be steered. This steering device, usually a rudder, is socontrolled that its rates of movement through the water as well as itspositions of rest are determined in such a way as to keep the body to besteered, on her course under all conditions. or to return her to thecourse after yawing, without oscillations about the course.

Another object is to make it possible to control with facility theconditions of relative movement of elements in a system,

whereby any tendency for the conditions to A ship, such as a compass,and an instrument responsive to variations in the angular velocity withwhich such changes take place, such as a gyrometcr, (i. e. an instrumentof the kind referred to in Letters Patent No. 1,306,552, dated June 10,1919, and in my co-pendin patent application Ser. No. 268,- 283, filedecemher 26, 1918), the respective actions of both instruments beingcombined by suitable means which are utilized to control the action ofthe rudder, the resultant effect of the device on the rudder beingdetermined by the extent to which the influence of the compass or thatof the gyrometer enters into the action.

' The two controllin instruments may be arranged to act on tie supply ofcurrent to a single electric motor aving a very slightly saturatedmagnetic circuit so as to permit the combination of the controllingactions without any appreciable error. It is found preferable, however,to adapt the compass and gyrometer to control separate electric motors,which may be of any suitable type, and to combine the movements of suchmotors by means of a differential gear which in turn drives a member thcmovements of which may be transmitted to the rudder through any suitablemechanical or electrical connections.

In order todevelop sulicient povve'r for the purpose in view the compassshould be one in which the directive force is created artificially, e.g. by means of a small repeater or follow up motor.` This motor or asimilar one connected with a second compass adapted to magnify thedeviations.

indicated bythe first compass, is utilized to operate a mechanism forcontroiling the operation of the motor that will influence thedilerential gear in accordanceV with the deviations of the ship, whichmotor will be referred to hereinafter as the compass motor. Thestructure of the controlling mechanism will of course depend upon thetype of motor employed: thus, for example, if the compass motor is oftherepulsion type, the controlling mechanism will be adapted to vary itsspeed in magnitude and direction by displaclng the brushes on thecommutator in either direction; if a l). (l. motor is eniployed thecontrolling mechanism will be adapted to insert resistant-cs in serieswith the armature and, if desired, the field coils thereof.

The gyrometer is also provided with a repeater or follow up niotor. T hemovements of the latter are proportional to the angular velocity ofyawing, and it may bc connected with means similar to those used incontrolling the compass motor, in order to control the motor which is toiniiuence the differential gear in accordance with variations in theangular velocity. which motor henceforth will be termed the gyrometermotor. The gyromcter also controls means responsive to changes in thesign of the an ular acceleration with a view' to effecting a fgurtherregulation of the speed of the motors whenever the acceleration variesfrom a positive to a negative value and vicc versa.

The action of the compass is to define the course of thc ship, thccompass motor tending to operate the rudder so as to maintain the Shipon the right course; the compass control thus excrts an action similarto that of the Obry gyroscope control in the Vhitchead torpedo. Owing tothc considerable inertia of the ship this compass control, however,would not be sufficient to check the yawing of the ship, as the actionof the rndder would always be feit Vtoo late and the ship wouldconsequently follow a zigzag course intersecting the truc course beforecach deviation was checked. The function of the gyrometer, therefore`Awill be to correct the action of the compass by introducing thedynamical factors of velocity and accel eration, thereb Y properlytiming the action of the helm an permitting a dead course bcing steeredbetween very tine limits.

Under these conditions any permanent dcviation of the ship from her truecourse would indicate that the ship has ceased to respond to her helm.To meet this contingency means are preferably provided for stopping thenormal operation of the automatic steering device when the deviation toeither side exceeds a predetermined angle.

In the accompanying drawings, which illustrate, by way of example, anembodiment of this invention:

Figure l is a plan View of the entire steer ing device;

Figure Q is a partial sectional elevation of the compass taken on line2-2 of Figure. 3;

Figure 3 is a plan view, partly in section, of the compass at a largerscale;

Figures 4 and 5 are elevations viewed Lannoo from opposite sides of .themechanism conand Figure 6 is across-sectional view thereof taken on line6-6 of Figures 1 and 5; Figure 7 is awiring diagram showing theelectrical connectionsi'bctween the parts of.

the device illustrated in Figures 2 to 6, the compass being;r shown inplan View;

Figure 8 is a side elevation ofthe mechanism controlling the operationof the gyrometer motor, and Figure 9 is a cross-set tioml View taken online 9 9 of Figure 8; an

Figure 10 is a wiring diagram illustrating the connections between thecompass and gyromcter motors and their respective controllingmechanisms.

Referri to F gure 1, the embodiment of the invention illustrated hereincomprises `three main parts, one including the com assA 1 1, its followup motor 12` the control ing mechanism 13 and the compass motor 1.1J thesecond including the gyromcter 15, its follow u motor 16, thecontrolling` mechanism 17 an the ,qyrometer motor 18, and the thirdpartincluding the d'ercntial gear 19 which combines the movements of themotors 14 and 18 and transmits them to a member 2G which may beconnected to the helm in any preferred or well kno-.fn manner` suchcorr-- nections not forming part of the present invention.

Both the compass and the gyrometer mayr be of any suitable constructionor type. They are shown conventionally in the accompanyin drawings withonly such dctails as -w' l be necessary to the proper unr'lerstandinp.rof their mode of co-operation` which forms the subject-matter of thisinvention. The motors 14 and 18 are shown to be D. C. motors but it willbe apparent from the following detailed description-of the automaticsteering device that the controlling mechanisms could be adapted, withcomparatively simple constructional changes,

to regulate the speed of A. C. motors of any desired type.

The first part of the rdevice is more 1articularly illustrated inFigures 2 to 7. he compass 11 ma be a master compass or, as shown in theswings, n. repeater com ass the card 21 of which is operated in sync1ronism with that of the master compass (not shown) by means of a smallelectric motor 22 in the usual manner. For convenience the motor 12 isnot arranged to follow directly the movements of the compass card 21',but it follows themovements of an auxiliary or operating card 23 whichmagnifics the deviations re -istered by the card 21. To this end the saft 24 of the motor 22 carries a gear 25 adapted to drive a small shaft26 (Figs. 2 and 3) through the intermedia-ry of gears' 27 and 28. On theshaft 26 is mounted a gear 29 normally in mesh with a similar gear 31,which is keyed on the shaft 32 supportin the operating cal-d 23. andisadapted to ideaxmlly thereon upon operation of 'a clutch 33 of which thegcarl is a part. Bjr suitably proportioningl the gears above referred toAthe deviations oi" the compass card 21 will be magnified to the desiredextent bythe operatinzV card 23. The latter may hc provided wit igraduationssymmetrically arranged onv both sides of its zero (6) markand it has an idle sector34. the extent of the graduated portionscomprised between the zero mark and the sides of said -seeljorcorresponding to the maximum deviation permissible on either side of theline defining the course to be followed by the shi 'IPO control themovements of the follow np motor 12 l ma)Y use any of the arrangementsusually 'employed for similar purposes. I have illustrated by way ofexample a system of connections in which the motor is providedl with twoop iositely wound field coils, and a member sur 1 as a trolley wheelmounted ou the operating card. is adapted to close an electric circuitwhen Said card is rotated tu either side o' its normal or neutral|.iosition` thereby allowing current to. pass through the armature andone of the lield coils of the follow up motor. Surrounding theoperationr card 23 and coaxial therewith is a 'lollow u l ring 35mounted on u bull race 36 carried )y ay partition 37 in the compl-ias`linx 38 (F ig. 2). Opposite the zero mark of the card the ring 35carries on its inner face u narrow )iccc of insulating material 39 onboth sidles of which are arranged arc-sha1md conducting. strips 40 and4l, which nveiusnlated from the body of tho rin and extend upto pointssubstantially in a igmmcnt with thc sldcs of the idle sector l-t (Fig.On the card 23 is pivotcd a small lever 42 provided at one end wires46.. 47 and 4S. 4%) connect the extremitics of the strips 40 and 4lrcspeclivelv to the oppositoly woundfield coils 61 and 62 of the followup motor 1.2. both of which,

are in series with the armature 63 of said motor and connectedtherethrough to the bus bar 5l. The ring: 3T is also provided with aninternal gear in mesh with a small gear 53 (Figs. 2 and 3) mounted on uvertical slm t 54 which carries a helical wheel 55 engaged by a worm 56on a shaft 5T extending across the box 2S. Upon the shaft 5T is mounteda helical wheel 5R engaged by a worm 0n the shaft .31) of the motor 1'2.

Fics. 3 :ind show thc various parts of the loller: up system at. rest.,the trolley 'thc rroorc 3S and the arm 99 be thrown to its dotted liniposition (Fig. 7) thereb allowing current to pass through roller 1 strip101. wil-cs 9S and 49. coil 62 and armature 63, and the motor 12 willreturn the block T to its normal position. The speed of the mnfor12during this movement may be wgulatcd hy means of resistances 68, 69inserted in the wires 9T -and 98 res ectively.

The arm 99 also carries anot er pair of contacts 106 und 10i' which areconnected with one another and become operative. when the arm 99 is in.the dotted line position. to close a local circuit fed by asuitahlesource of current 108 and containing an electro-magnet 109. Thearmuture 110 of this electro-magnet is carried by a lever 111 (Fig. 2)adapted to operate the clutch 33 when thc-magnet is energized. therebydisconnecting the gears 29 and 31 and cans a gear 112 to engage a `smallgear 113 secured Ato the shaft. 54. The operating card 23 is therebydisconnected from the compass card 2l an connected with the shaft 59 ofthe follow up motor 12. which retnrusit to its normal position togetherwith the ring l`o restore the arm 91 and its attached parts to normaliosition there is provided 1n the plate S7 a t ircl arc-shaped groove11.4

( F ig. which is normally .closed at. its upf.

per end by a removable filling piece 115. The removal and suhseguentinsertion 'of piece 115nnd the upn'ar movement of the arm 91 are, ofcourse. effected manually.

To disconnect the automatic -dericc 19 from the controlling member 20when the lever 99 is in the dotted line. position. I have provided anclcctro-magnet 116 (Fi 1 and 7) which may he inserted in the cn'- cuitcontrolled hy the contacts 106. 107. yThe armature of this electromagnet116 is carried by a spring controlled lever 117 ada ted to operate aclutch 118 which normally connects the differential shaft 119 with ascrew 120 on which the hloclr 20 is shown to'he sliclnbly mounted (Fig.1). Upon encrgization of the magnet 116 the clutch 118 is operated todisconnect the screw 120 from the shaft 119 and couple it to a shaft 121which mav be connected in any suitable way with hand controlled device(not shown).

In addition to the strips 101 and 102 there is arranged on the plate 100(F ig. 4) a pair of similar conducting strips 122` 123. separated by asmall piece of insulatingr muterizll 124 (Fig. 10) and engaged by aroller 125 carried by the standard 105 (Fig. 6). These strips 122 and123 are electrically connected with similar elements in the gyrometersystem and their function is to control thc insertion of resistances inthe circuit of the gvrometer motor 18, for n purpose which will b'eapparent from the furtherdescription of the device.

The second part of the device will now be -the shaft 130. The

. and instantaneously transmitted described with .particular referenceto Figs. 1, 8 and 9. It comprises a gymmcter such as which controls themovements of the follow up motor 16 in n manner very similar to that inwhich the operating card 23 controls -the movements of the motor 12. Asshown m Fig. 1, the. shaft 130, which is connected to the frame of thegyroscope forming part of 'the gyrometer, carries a disc 131 har-ing onits periphery two conduct-ing strips 132 and 138 searated by a. narrowinsulating piece 134. n the peripher of thev disc 131 rides a smalltrolley wheel 35 carried by a crank 136 mountedon u. shaft inalignmentwith shaft carrying the crank` 136 is operativehr connectedwith the armature shaft, 140 of the motor 16 by means of suitable gears141, 142, 143, 144. Electrical connections similar to thoseexistingbetwcen the strips 40 and 4l-and the tield and armature windingsof the motor 12 are provided between the strips 132 and .1.33 :1nd thefield and armature windings o1.' the motor 16. The arrangementnndopcration of these con nectionsY being similar to those previoush,rdescribed in connection with the compass follow' up system the same neednot be described in detail and it `will be understood thatthe wheel 135and crank 136 will automatically follow the movements of the shaft 130.'ust as the ring 35 follows the movements of t e card 23, and that themovements of the shaft. 130 will be suitably lnnpliied by the armatureshaft 140.

The-controlling mechanism 17 operated bv the follow upwmotor 16comprises a slid ing block 150 which, in plan view, is racticallyidentical with the block 70, the lock 150 bein actuated by avscrew 151driven by the sha t 140 and sup ortcd by standards 152 and 153. Longit-ninal guides 154 and 155, similar to the tides 74 .and 75 respectively,engage the llock 150, and a bridge piece 156 arranged centrally of andsecured to the block 150, has a set of brushes 157, ,158 and 159 adaptedto (1o-operate with sets of cont-acts 160` 161. and 162 connected withresistentes 160'-160", 16V-161" and 162'-162 (F ig. 10) carried by theguide 154. These reslstances are inserted in circuits including the eldand armature windings 163 and 164 of the Agyrometer motor 18, endV serveto regulate the speed of this motor in accordance with variations in theangular velocity of yawing, such variations being recorded'by the shaft.130 of the gyrometer to the shaft 140 and the block 150.

In'order to introduce the factor acceleration among those controllingthe o eration of the compass motor 14, which is esirable with a. view toaccentuating the easing action of the device, I provide on one side ofthe blockl50 a plate 165 (Figs. 8 und 9i having formed therein alongitudinal groove 169. The blockl'l isl formed wit 1 e lateralpcilolcction ll carrying e contact. 172 cda te ternnteytoelglgetwommetri erro' ed stationery contacts 113g `and 174 ustnb y mounted on a.forked support 175 coated oplosite themiddle line 9-9 (Fi s ,of the lock15o. .The moet; de an 1 4 cre very close to one enother und they servees ebutments limiting the movements of the block 167 on both sides ofits inoperative' ition shown in Fig. 8. Owing to its fncti'onalenga-gement with the globes 165,168 and 169, the small block 167 ollowsthe movements-of the block 150 until the contectl't strikes'a st one ofthe stationary contecte,`the bloc 167' strikes against the'otherstationary contact.

As every reversal in the direction of motion of the block 150corresponds'to n change in the othe acceleration from positive to n tireor vice verse, such change will resu t in .the makin und of electriccircuits, which e ion is u f to control the insertion of -reeietuncee`177 and 178 in the circuit comprising the armature 84 ofthe compas motorl(Fig. 1Q),A as will 'be more full explained-hereafter.

n the side of the bloclc150 remote ,from v(die.etundurd 175 there isprovided c plete 185 i t elock 70, di-Eering therefrom merely in that itcarries only one set of 'conducting strips 186 end 18T (Fig. 10). Thesestrips are'sepurnted by n smal insulating piece 188 und adapted to beengaged by c roller 189 (Fi 9 and 10) carrie by a. standard. 190 loon din the vertical lane passing through the line 9-9, (Fig. 8 Crossconnections 191, 192, (Fi lO are providedbetween the stri s 186, 1 anthe .strips 123, 122 rcspectiv while the rollers 125 and 189 are Yrespectively connected by wires 193 and 194 with the ends of aresistance 195 in series with the armature 164 of the gyrometermotor 18,The arrangement Vis such that the resistance 195 is c utomaticallyshunted at predetermined times by the above connections, therebyenabling the gyrometer motor to exert a strong easing action on the helmat the proper moments.

No automatic disconnecting mea-ns need be associated with thecontrolling mechanism 17 since the angular velocity cannot increase-stop andthe controlling 9) which is similar to the plete 100 ofindefinitely. If for any reason, such es thc failure of the follow upsystem to operate properly, ythe trolley wheel 135 should ride oil thestrip 132 or 133, the motor 16 will mechanism 1T may then be restored tooperative osition by meens'of c manual clutch 196 (Flig. 8).

The third part of the automatic device illustrated i'n the drawi scornrises: the differential gear 19' whic -pcom inns und transmits to theshnft'lll the movement imparted 'thereto by the pinions 19T and 198driven by the-,motors 14 and 18 respectively (Fig. 1). Through genre199, 200 the shaft 1'19 normally drivesn'shat 201 cnrryin the screw 120on-which the helm contro ingr member 20 is mounted to slide. Asn-ill "be-obvious to those skilled in the art the mem ber 20 muy be `adapted tocontrol` a steam or hydraulic valve in 'the case of-steam or b Vdreulicsteering gear, or it may control t e supply of current to e Amotoradopted to bulld upproper voltage in the @steering pleut generator ifthe .action of the .rudder is controlled electrically.

The action of the automatic steering derice is as follows:-

iseuming that in the' first instance the ship is onher rightcourec,u'itho11tany tendency to yew t0 either side i. e. analytically;

'f (angle of deviotion 1 (angular velocity)=, "T (angularuccelcretion)=.

To mark the difference between deviations from her truc course to' portand to star boord, the first will 'be regarded as. ositive f und thesecond as negative T ngnler velocity increasing the positive unddecreasing thc negative deviation, will be treated ns positive angularvelocity und will represent en n iler velocityf from night to lcft. Theopposite angular velocity rom left to right) will be counted as negotlve(T In the sume wey angular ac coloration will be treated 11S positivo'llLTl directed from right to left.

Referring to Fig. `10 the line N-Y indi cotes thc position of thebrushes 78, T9 of the bloc-lc 70 und l5?. 15S, 159 of the block 150 whenthe deviation. the singular velocity and the cingular acceleration arezum. (lu-rrentwhich may he initially regulated b v adjustable.rcsistances .202 und 203. is snppled to the 'ield windings S3, 163. ofthe motors 1i and 1S. respectively. while the brushes 78. T9 and 15S`159 controlling the suppl;r of current to the armatures S4 nml 164 ofthe motors 14 and 18, respectively. are discoxmccted from the bnl-s 50,5l, all the parte of the steering device being at rest with the helmamidships.

Assuming that. the ship receives ien n1- pulse (from a, Wave forinstance) diverting Macnee 'her in um positive direc-uan. Initially theDeriaton to port is started with ever increasing velocity andthe compassand'gyromcter operate the mechanisms 13 and 17 motor, and enabling thelatter to exert a strong meeting action. The resistance 195 A in serieswith the armature 164 of the gyrometer motor is not shunted at-thismoment,

but the gyrometer motor rotates in the same 'direction as the compassmotor. both motors concting to move the rudder to port with considerablespeed.

The action of the rudder will be felt by the fact that:

V (2) r T When the angular acceleration becomes zero the brushescontrolling the motors 14 and 18 are on the lines Ill-II. IIII'respectively, the block 150 bieing then at the end of its course. The.motors 14 and 1H rotate in the same direction as previously, but at ngreater speed, since the operative portions .ofthe resistances 81', 82and 161', 162' have decreased while the operative portions of theresistances 80' and 160' increased. The meeting action of the device isvery energetic. A

From this moment on the sign of the augular acceleration is reversed, i.e. analytically:

motor 1 and considerably reducing ther speed of the same.. The blockTt). however, continues to more in the direction of the arrow 204. Thehelm is still moved in the same direction as before, though with muchreduced speed.

As the action of the rudder continues to increase there will lbe amoment when the angular velocity of the ship is completely checked andthe kinetic energy of the ship is reduced .to zer-0,1. e.:

The brushes of the two sliding s ms are now on the lines .lV-IV, IV-1Vrespcctively, the latter line coinciding with the central or neutralline N-N. The gyrom eter motor 1 8 sto is, its-armaturebeingdisconnected from tie current supply (i0, 51, While tbecompassmotor continuues to .run slowlv in the same direction as previously. Themeeting action stili exists, but itis 80 extremely weak.

Angular velocity to starboard now `appears although the deviation stillremains to port, analytically:

The sliding system controlled by' the gymmeter begins to move to theother side of the line N-N, the gyrometer motor being switched on in theopposite direction. The brushes'are now-on the lines V-V, V-V, thebrushes 157, 158, 159 co-operating with the resistances 180"` 161" and162" respectively. The insulating pieces 124 and 188, whici are inlinewith the brushes on their respective carryingbloeks and 150. aretherefore on op osite sides of the line N--N passing througi the rollers125 und 189. As soon as the roller 189 is engaged by the strip 1ST, theresistance 105 is slnmted by the connections 103, 122, 192, 187 and 194,and the gyromcter motor 1S is operated at full speed. The compass motorrotates slowly in the same direction as before, its movement graduallydying out. Thus the action of the two motors is dilferential, the actionof the gyrometer motor being.'` ,strongly predominant and steadilyincreasingus the action of the compass motor diminishes. This will bringthe rudder 110 rpllickly to its central position or oven furt er, thuseasing her, as does a good hclrnsman when he sees that the action of thehelm is felt by the ship. This easing nction may be properly adjusted onthe -ships 115 trail trip by regulating the value of the' resistance195.

The ship beingr still under the inllueuce .of the meeting" actionexerted durin; r the first four periods above referred to. is then 120brought hack to her original course, i. c,:

The brushes T7, 78, T9 are now again in their initial central position.which is indi- 125 cated b v the line Vlr-VI coinciding with N-N, andthe compass motor 14: has stopped. The brushes controlling the operationof the grometer motor are on the line VI'VI' and moving away from the130 ysa lli

line X-N The speed of tho gyrometcr motor isstill increasing.

As the angular velocity continues in the same direction owing toinertia. the ship now oesbcyond lier truc course, her an fular kineticenergy being however consi erahlvdiminished as compared with the tix-s1;period considered ahore. Analytically:

The compass motor 14 is switched on in the iropcr direction to mectthedeviation to star ard now taking' place, the brushes 77, 78 and T9cooperating with the resistant-es 8U", Rl", S2" respectively. As thecontact 17:2 eamo into engagement with tho stationarv contact 174shortly after the direction of movement ofthe gyrometcr motor wasreversed. the resistance 173 is shunted during this period and the'motor 14 is started .at full' speed. The movement of the block bringingthe iusulatiur piece 124 to the same side of the line N-i as the piece188` the resistance is again inserted in circuit with the armature oftho rrrometer motor. The lines VII-VH, V l-VII'., indicato. thepositions of the brushes controlling thc operation of the. compass andeyronictcr. both of which now art in thc same diirction to checkenergetically the motion to starboard. ll'ith regard to this motion 'tostarboard the same phases of motion only for deviation will lie reproruced in tho same succession and so on. except that euch successiveswing: will have smaller :impliludo on account of tho dampi ug cll'ectof thc gyromctrr.

Thus the compass und tlu` f \rouuler op crate concurrently to impart therequired motion to thchclnnthe-spccd of tla` member 2() being subjectedto a gradual regulation bv tho control of the insistant-es Sl'-Rtl.si'ei''. seh-ss", iur-16o", lor-ier', and lG2-1t`:2 and1 atpredetermined times, to the additional sudden action ol' the connectionscontrolling the rcsistauces l''i' 178 und 195.

'like foregoingl aetionwill in reality take place in u veri brief periodof time and the rudder will be slightly moved round its centralposition. It. according;r to circumstiiiices.tl1c ship must carry ucertain amount of rudder` this is done automatically as it will be.`clear from the. foregoing description hat the angle ot the rudder isregulated bv the. inhrent conditions of motion so as to satisfy thedesired course. Thus every action on the mrt of thc external perturhingforce is c oscly followed by a very energetic eounteractiun ou the partof the rudder, thus stopping the deviation at its very inception. Thisreaction is started almost instantaneously (meeting hcr) on the leasttendency on the part of the ship to elect au angular movement und ceasesdirectly there is no further need for it (cas ing he1"). It is clearthatif insteml of one perturhing impulse setting the device in action asabove described there is a. whole series of such impulses following onean `other in every kind of succession, (which is exactly whattakes-place in reality) to every primary pei-turbine impulso the deviceprodures a counter-effort thus cancelling `the original impulse beforeit can affect the ships course.

The resultant effect of tho device ou the helm is determined by thecxtcntto which the compass and the gyrometcr control are caused toalfect the differential your. It the influence ofthe compass pr ominatesin the device the ship will ya-w more or less out of her course and theoscillations will ho rapid and willdie out slowly` whereas` if the.gyrometer is predominant in the device the damping of the yew will beenergetic. 0n a. rough sea, therefore, the compass action might beslightly predominant and, inquiet weather, the gyrometer. This e'ect canbe easily attained by introducing into the. respective electric circuitsof. the -compass and the gyrometer motore more or less resistance. orinductance if alternatin cur rent is employed. Thus, in the ambo entillust rated. the adjustable resstances202 and 203 afford a convenientmeans of varying the relative im ortance of the factors cooperating intie double control. A art from this the sensitiveness of the w 101edevice may be modified according to the muditious. lf great accuracy insteering is not the main object audit -is chiefly desired to obviatcmoving the steering gear too often in opposite directions. in short, ifa. certain loos-corse in steering is not objected to, for csamplc whenin aV very roufr'h'sea. the vessel is pitching. rolling am: yawin at thesame time.. the sunsitireness n the t evice muy be diminished by theintroduction of the resistanco or inductance into both circuitssimultaneously. If, on the contrary it is desired to steer a dead coursee. during target u'actice. full voltage may lie .applied across )ot-hcircuits and the rudder will thus he freilmently moved and will quicklycheck wit i the utmost energy the angular motion at its very inception,so that the steering will he. very accurate. Under such circumstancesthe vassoi after )rawing is immediately brought back to her coursewithout an)v oscillations at ull, if an appreciable amount of you' isproduced for an unforeseen reason, such as a. very sudden impulse.

It is obvious that the device described above ma;r be used also forcontrolling the operation of the rudder or thc plane controlling thevertical movements of submarines. uirships. and the like. In this caseof the gyro-wheel should be parallel lso angular velocity of insegno thedirection indicating apparatus will comprise a vertical line mdicatnapparatus,

lsuch as a roscopic horizon instead of a the-ship should of course beauch that itA would respond to variations in the 'velocity' of thepitching o r vertical motion of the ship instead o responding tovariations in t-hevelocitl of the vglawingr or horizontal `motion of t eship us, where a rome. ter is employed, the pivotal axis 1 of thegyrometer frame or case vshould be horizontal and at right a les to thelongitudinal lcentro line of theahip when the deviceis to lcontrol thevaiving of the ship, while the axis 130 should be vertical when thedevice is to control the pitchingv of the shi or the vertical motion ofan airship or o a submarine. In both instances the spinning axis to theAs t0 longitudinal centre line of the shi driving the controllingmechanisms an means for operating viously may be identical in bothinstances, the operation of the device being the same whether it isadapted to steer n bodys course in a horizontal or in a vertical plane.

By providing an airship or a submarine xvithtwo steering devicesaccording to this invention, one adapted to nes nd to. the `inhorizontal movements of the s ip and the` other adapted to respond toits vertical movements, it will therefore be possible to steer astraight course at a uniform elevation or depth.

Since, as far as I am aware, this invention is based on the utilizationof a principle not hitherto ap lied to the steering of vessels or otherh ies, I wish to be understood that all matter contained in the aboved6-` scription or shown in the accompanying drawings should beinterpreted as illustrative and not in a limiting sense apparently wdelvdiierent embodiments of my invention could be made without departingfrom the scope of the appended claims. I claim :V 1. An automaticsteering device includin helm controlling means responsive to bot thepositional and the'angular motion ofthe body to be steered. 2. Anautomatic steering device including means responsive to the positionalelements of the angular motion of the body to be steered, meansresponsive to the dynamical elements of its angular motion, and meansfor lcombining the movements of both said means. 'x 3. An automaticsteering device for ships and the like including means responsive tochanges in the direction of motion of the ship, means responsive tovariations in the the ship.t and means for the helm these ob trollingmeans adapted to be 4said driving means.

' motor-controlled by sai as manyv dynamical @ama er' means.

4. An automatic steering device for ships and the like including meansresponsive to changes in the direction of motion of the ship, meansresponsive to` variations in the combining the movements ofboth said.-V

'iro

angular velocity of the ship, and a helm controlling'member subjected tothe com# bined action-oi both said means e 5. An automatic steeringdevice for ships and the like", includ" v means naive to changes in 'thedirection of motion of the ship,` means responsive to variations in .the

angular velocity of tbe ship, means res nsive 'to variations in theangular ecce eration of the ship adapted to influence the movement ofone of said means, and a' helm controlling member subjected to thecombined action-of all of said means.

6. In an automatic steering device, a directon indicating apparatus, anan lar velocity indicating apparatus, contro lino Ameans operated inaynchronism with eac of said apparatus, driving means controlled by saidcontrolling means, and helm conoperated by 7."In an automatic steeringdevice,.a dircction indicating apparatus, an angular velocity indicatingapparatus, driving means controlled by sai direction indicatg apparatus,driving means controlled by said ve ocity indicating ap aratus, and helmcontrolling means subiec .to the combined action of said driving means.

8. In an automatic steering device, a direction indicating apparatus, anangular velocity virnlcating ap antun, an electric direction indicatingapparatusI an electric motor controlled by said velocity indicatingapparatus a diierential geur adapted to combine tie movements'of saidmotors, and helm controlling means adapted toA be driven by saiddifferential gear.'

9, In an automatic steering device, a direction indicating apparatus, anan ar velocity indicating apparatus, contro ling means connected andadapted to move in s'nchronism with each of said apparatus,

riving means. controlled b' said controlling means ctively,V and elmcontrollin means subiected to the combined action o said driving means.

410. ln'an automatic steeringdevice for ships and the like, a directionindicating apparatus, an angular velocity indicating aparatus, meansoperated by said velocity inicating apparatus responsive to changes inthe si of the, angular acceleration of the ship,- riving meanscontrolledby said direction indicating apparatus and said velocityindicating apparatus respectively, one of said driving means beingfurther controlled by the means responsive to changes in the sign to theangular deviation of Athe p im `of the angular acceleration, and a helmcontrolling meiiibersubjectedto the combined action of-said drivingmeans.

11. In`an automatic steering device for ships and the like, .twoelectric motors, means for controllin the. speed of one of said motorsto keep. 1e same proportional to the angular deviation of the ship fromii predetermined course, means for controlling the speed of the othermotor to koe suine proportional to the angularve ocity of the ship, ande lie1in controlling member subected to the 4combined action of said meors. g n

12. In an automatic steering device for ships and the like, twoVelectric motors, means for controllin Vthe speed of one of said motorsto keep same pro rtional m a predetermined course, means forcontrollingy the speed of the other motor to keep the saine ro rtionalto the angular velocity oft e `p, means adapted to vary the speed of oneof said motors every time the sign of the angular acceleration variesfrom positive to negative vor vice versa,'and ii helm controlling membersubiected to the combined action of said motors.

13. In an automatic steering device, a

com ass a` rometer, drivingl means conltroljed by e comlpass and t cgyrometer otivel and elm controlling `means sub eeted the combinedaction of said ISIS . i .angular veloctyof the iiihilna.v helm control-40 ling member subjected to the combined a'c tion of both said means,and means' for tembee porarily increasing the action of the firstmentioned 'means during the meeting period.

15.In' an automatic steering device for ships' and the like, meansresponsive to changes in the direction1 of motion 'of .the ship, meansresponsive to variations in the' an lar velocity of the ship, a helm oontrcsling member subjectedto the combined action of both said means, andmeans for -temporarily increasing the action of the last mentioned meansduring the easing period.

ships and the like, 'means res nsive to changes in the direction ofmotion of the ship, means responsive to variations in the angularvelocity of the ship. ahelm controlling member subjected tol thecombined action' of both said means, and means for varyin the combinedaction of said means.

`lz'f. In en automatic steering device for ships and the like, meansresponsive to changes in the direction of motion of the the sh 16.. Inan automatic steering device forship, means responsive to variations. inthe angular'veloctyoi the ship, a helm controlling member subjected tothe combined oction of both saiilmeans and means for v'a ing vtheindividual action of either of said means. A g

18,. An automatic steering device for ships and the like, ncludingnieansresponsive to changes in the direction of motion of the ip, meansresponsive to variations in the angular velocity of the shipy a helmcontrolling member subjected to t e combined 'ac tion of both saidmeans, and means for stopping the normal operation of the device whenthe deviation of the ship to either side of lier course exceeds apredetermined angle. 19. An automatic steering device for slii l and thelike, includingmeans nsive changes in the direction .of motion of theship, means responsive to variations in the angular velocity of the shipa helm control ling member su -ected to tlie combined. actionsof bothsai "means, means for automatically sto ping the normal .operation ofthe device w the Adeviation of the ship to either side of her courseexceeds a' predetermined angle, and means for returning the device toitsoperative osition.

2G. The combination, wit the elements recited in claim 9, of means forreturning the direction indicating apparatus Aand the controllingmechanism connected therewith to their initial positions, respectively,when the direction indicatnga paratus records' a deviation exceeding apetermined angle. 2l. The combination, with the -elemente recited'inclaim 9, of means for restoringsynchronisin between the velocityindicating apparatus and the controlling means connected therewith whensuch synchronism has n disturbed. 22. The combination, with the elementsrecited in claim 7, of means for automati` cally disconnecting the helmcontrollin means from the driving means when the di-4 rection indicatingapparatus records a deviation exceeding e predetermined angle.

23. In an automatic steeringy device for ships andthe like, a compasshavin a movler v ocity of the ship.

24. The combination, with the elements recited in cla-im 28, ofautomatic means for retumi; the movable element of the com pass an thecontrolling means to their respective initial positions when thedeviation of the ship exceeds a predetermined angle.

incasso the last mentioned motor, the arrangement being suchvthat thehelm controlling member mayv occupy any position between its extremepositions irrespective of the posi? tion of the movable element.

-controllin said means, a compass having 26. In an automatic device, ahelm controlling membeqan' electric motor for actuating same, means forcontrolling the speed of said motor, a movable member It movable e ementresponsive to deviations of 'the rudder when the ship the bod to besteered, and means for driv' ing sai member in synchronism with saidelement, the arra mentbeing such that no predetermined, ationveristsbetween the position of said helm control' and the ma itude of thedeviation at any particular time during the operation 4of the evice.

27. In an automatic ysteering device for ships and the like, a helmcontrolling meinber, and means whereby. the said member is caused tomove the rudder due to the devia tions of the ship .under the action ofperturbing forces, said means being adapted to cause said member tocontinue to move is returned to hier true course until the action ofsaid perturbing force ceases.

2B. In an automatic steering device for ships andthe like, a helmcontrolling member, means for dri said member, and means for controllinge speed of said driv ing means, said speed controllin means beingresponsive to deviations of e ship under the action of a perturbingforce, said driving meansA being adaped to influence said helm controllimem r aslong as the action of said pertur ing force persists.irrespective vof the course steered by the sliip.

29. In an automatic-steering device for ships and the like, a helmcontroll' member, an electric motor for driving sai meniber, a directionindicating ap tus, arheostat, connections between said rheostatgand saideledcltric motor ooriiutrlcsiled by direction in `cat" a a va y of saidmotdixasliunction of thrz variations in the angular position of the shipd iie to the action of a perturbing force, said' motor being adapted tocontinuously control the movements of said helm controlling memberluntil the action of said pertnrbing force ceases. 4

3 0. In an automat-ic steering device, a compass having a movableelement, a follow up motor, an electrical connection between saidmovable element and motor whereby nisin with the former, an

'a switch operatively connect membery 4conducting strips on sai thelatter is caused to o ratcin synchro-` ncction adapted tol reverse therotation of the motor when the deviation indicated by the compassexceeds a predetermined angle;

31. The combination, with the `elements lrecited in claim 3()il ofmechanical means adapted to connect t e armature of the follow up 'motorwith' the movable element of the compass when the rotation of the motoris reversed. r

32. In an automatic steering device a compass having a movable element,a fo ow up motor adapted to move in synchronism with saidelement, and aspeed controlling p mechanism driven la' scid motor, seidmechidingblock'having tivo anisni including a parallel longitudinal groovesconnected at their ends .by arc-shaped grooves, a miler normally engaginone of said lon 'tudinal grooves. a pivoter armjcuri'yirixgi saidroller, p with said armand electrical connections co-operatin with saidswitch torcve'rse the rotation o the follow up motor 'when the rollerdrops from one longitudinal groove into the other. 33. In an automaticsteering device, a compass having a movable element, a follow up motor,an electrical connection-between said movable clement and motor wherebythe latter is caused to operate in synchronisrn .with the former, and aspeed 'controlling mechanism driven by said motor, said mechansmincluding a slidinf block, a pair of block, a piece of insulatingmaterial between said strips, a. contact member adapted'to ride oversaid strips, a switch adatedto break the connection between the ollovirnp motor and the movable element of the compass and make a connectionbetween the follow up motor and Ione of said strips, and means foroperating said switch when the block has reached the end of its path.

34. In an' 'automatic steering' device, an electric motor, a memberdriven by said motor, and means for reversing the rotationv of saidmotor including a switch adapted to be operated by said member, a pairof conducting strips on said member, a' piece of insulating materialbetween said strips a contact member adaptedto ride over said strips,and b said swit cti-ical connections controlled In an automatic steeringdevice, an angular velocity indicating apparatus, a helm controllingmember, an electric motor for actuating said member, and means operatedby 'said apparatus -or varying 'the speed of said motor as a function oftbe angular velocity of the body to be steered.

36. In an automatic steering device for ships und the like, an electricmotor, u rhcostat in circuit with tho armature of said mobetween thesaid motor and' an electrical contor, a sliding member controlling theoperemember is in its neutral position, and menus A,lll

for controlling the movements of said member in such a manner that thedistance Afrom `seid member to its neutral position is iropoitiolial to'the angular velocity of the s ip.

37. In an automatic steering device for ships and the like, on electricmotor, a vari.- able resistance in circuit therewith, and 'means forautomatically varying said resistance in proportion to the variations iner velocity of the ship.

38.' n an automatic steering device f or ships and the like, an`electric motor, o circuit therefor u resistance, and` means rcspousiveto c enges in the sign of the anlar acceleration of the ship forcontrolini;r the insertion of said resistance in said circuit. i

39.'In an automatic device for ships and the like', a motor, ineensresponsive to changes yin the direction of motion -ot' the ship, meansresponsive to changes in the angular acceleration of the shi und meansfor varvin the s eed of sai motor controlled by th sai ineensrespectively.

'4.0. In un. automatic steering device, e motor and means for varyingthe speed of said motor including; movable member, a lmovable contact infrictional engagement therewith, und 'stations contacts adapted 'tolimit the movement o 4said movable contact and to co-operate therewithto time the variationsA in ,tbespeedof said motor relzitivelyto che inthe direction of motion of said move e member. i

41. In un4 automatic steering device for ships and the like, nnelectricmotor, a re sistanee in circuit therewith, and means foryalternately shunting endinserting seid, re-- sistance, comprising asliding member having o. rate of motion roportional 'to the variationsin the angular velocit of the ship, e. movable contact in frictions enagement with a groove in seid member, an sta tionery contacts adapted tocli-operate with and limit the movement of said movable contact. n

42. In an automatic steering device for ships and the like, an electricmotor, e re- A lsistenoc in circuit therewith, und means for shoutingsaid'resstan when the sig-n of the angulai acceleration of the shipchanges fromi nositive to negative and vice versa.

43. un automatic steering device, a motor, and for varyingjthe speed ofY said motor inclndingftwo movable members,

a pair ot conducting strips on each member, a piece of insulatingmaterial between the strips of each air, a stationery contact memberadapt to engage each pair of strips, and cross connections between therespective pairs of strips.

44. In an automatic steering device for ships and the like, an electricmotor, a rosistnnce in circuit therewith, and means for shuntingsaid-resistnnce comprisi 4o. sliding member having a rate of motionproportional to changes in the direction of motion of .the ship, asliding member having e rate of motion n'oportioual to varintions in theangular vc ocity of ythe shi J, e pair ofconducting strips on eachmemr,'u piece of insulating material between the strips of each pair, a.stationary contact member adapted to engage each pair of stri saidcontact members being respectivelg'a councctccl to opposite ends of saidresistance, mul cross-connections between thc respective pairs ofstrips.

45. In an automatic steering device for ships and the like, lui-electricmotor, a. resistance in4 circuit therewith, two members each adapted tomore on both sides of a. central position, one of said members bcnrcsponsive toclianges in the direction o mo'- tion of the ship and theother to variations inthe angular velocity of the shi and means adaptedvto shunt seid. resistance when sniil members nre-on opposite sides oftheir iespectiventral positions.

46; In un automatic steering device for ships und the like, two motors,means for combining the movements of said motors nieaus :forl gradually-vu-rying' the speed o one motoi-accoi'din to changes in the directionof motion o the'sliip, and ineens for gradually varying the speed of theother motor according to variations in the angular velocity of the shiY' 4T. The combina 'on,. with the elements recited in claim 46, of meansfor suddenly varying the speed of .one of seid motors when the sigirofthe angular acceleration of the ship changes from positive to negativeand vice verse..

(t8. The i combination, 4with, the elements recited in claim 46, of`means for suddenly varying'the power applied to. one of said motors whenthe sign of the angular velocity of ther ship changes from posit-ive tonegative and vice versa.

49. In an automatic steering device for ships and the like, two motorsresponsive, respectively to changes in the' direction of vthe ship undto variations inits angular ve locty, and a dilfemntial. ar forcombining thesmovements of sei motors.

50. In un automatic steering'device for ships and-"the like, aoompass, a'gyrometer, two electric motors, means for keeping the speed of onemotor proportional to thedeviation iecordcd by thecompass, means yforkeepingjtlie Vspeed of the second motor pro- Eortional to theangulaivelocity recorded y the gyroineter, means for varying the powersupplied to thevfirst mentioned motor when the sign of the angularacceleration luccica of the ship varies, and means forvarying the powersupplied to the second motorthenetion of a perturbing force on the ship'to successively impart a meeting to said helm controlling and an easingaction member. A

52. In an automatic steering dev-.ice for ships and the lilee, a helmcontrolling ber, means operative when the ship 4eviatiis from her courseto successively impart a meeting and un easing action to said helmcontrollin Y regulating themeetingfandthe easing v action of said means.

55. lln an automatic steering device for ships and the like, a helmcontrolling meinber, for imparting a meeting action thereto when t eship 'deviates from her course, means for checking such action when thelangular velocityY of the ship begins to .decreasmand means forimparting an easing action to the helm controlling memberwhen the signof the angular velocity is i 56. In. an automatic steering device forfing action proportions.

ships and the like, a helm controlling member meansfor imparting theretoc mcet- ,to the deviation of the ship fro'in her com-stefl and means forchecking said action when e deviation and. the angular acceleration ofthe ship have diierent signs.

57. In an automatic steering d evice for ships and the like, a. helmcontrolling inemher, means for ,impartiiig thereto a meeting'actionproportion to-the deviation of the ship from her course, and in eans forimparting an casing action'to said mem.

ber as soon as the deviation and the angular f the ship have dierentsigns. an automatic steering device for velocit 58.

ships and the like, a helm controlling mein ber means for impartinthereto a meetgi action proportion of the ship from her course andmeansfor increasing such action while the donation and the angularacceleration of the ship andthe memmember, andmeans for eviates from hercourse', and means her adapted to exert ameeting rate `of su 'deviatesfrom -s ve to the angular velocity of the ship -deviates from hercourse, and

to the deviation have the same sign the last mentioned means Il beingadapted to eck-said action when the deviation and the angularacceleration of the sin .have different` signs.

p9. 4n an automatic steering device for ships and the like, .a helm.controllingniem- 10 ber means for mpa vthereto a meet ing actionproportion to the deviation gf the ship from her course, and means forincreasing auch action while the deviation angular acceleration of theship have I5 the saaie-si ,the 12:: mentioned, means hei a toimp, aneasing actionto- :iid 'member' when the deviation and the anguiarvelocity of the ship have dllercnt si B0 60. -In-an automaticsteeringdevcefor shipsY and the like, a-helm controlling member, meansfor imparting thereto a variable meeting action when theV ship deviatesfrom her course, and means nsive toss the rate of the r motion o theship "for timing the variations in said meeting action.

61. In an automaticsteerin'g Ydevice for ships and the lilne, a helmcontrolling mem- 00 action when the ship deviatesfroi'n her course, andmeans for to lsaid member a variable action'as soon as the initial anofVyawilig isextim said means ingesponsive .to the nent 'angu motion ofthe ship to time t e variations in said easing action. .j

62. In an automatic steering device4 for ships and1 the like, means adated to act concurrently on the helm to uence same accord to variationsin the angular position oinie ship andi'n the rate of its angularmotion. .l

63. In an automatic steering device for ships and the lilre, means forimpa a meeting action tothe helm vwhen. the p her course, and reric eneal. guhguished,

or correcting said meeting action:

64. In an automatic steering device for ships and the like, means forimp a meeting 'action to the helm when the s fp means rensive to theangular acceleration of the lll s sgi for correcting said meetingacticn.

y 46 In an automatic steering device for ships and the like, means forsuccessively imrti a mes and an easin action thenelm when e shipdcvilitesom her course, and means responsive to the angulairvelccity ofthe ship for correcting said meeting and easing actions.

66. In an automatlc steering device for 12| ships andthe like, means forimpartinga meeting.action to the helm when the s p deviates from hercourse, and means respon- 4iii ' ships and the like,

motion of the shilp sive to a dynamical element of the angular motion ofthe ship for varying the extent of said meeting action.

67. In an automatic'stcei'ing device for ships'and thc like,v means forimpaitin a meeting action to the helm when the s ip deviates from hercourse,and means responsive to a dvnamical 4clement of the angularmotion of the ship for varying the duration of said meetir'ig action.

68. In an automatic steering device for means for imparting a meetingaction to the helm when the s ip deviates from her course, and meansresponsive to a dynamical element ot the angular 4 for easing the helmas soon as the initia angular kinetic ener y of yawing is extinguished,lthelast mentioned means being adapted' to vary the easing action on thehelm.

69. In an automatic steering d evice -for ships and the lik a 'helmcontrolling member, means for influencing said member in proportion tovariations in an element ofthe an lar motion of the ship, and means foriniilencing said. member in proportion to variations in an elementmeasured ment.

70. In an automatic steering d evice for ships and the like, a helmcontrolling member, means for influencing said member in proportion tovariations in' an element of the an iilar motion of the ship, and meansfor influencing said member in proportion to variations in an elementmeasured by a derivative of the first mentioned element.

shi tu'rliing force,

71. .In an yautomatic steering device for ships and the like, a helmcontrolling member, means responsive to variations in the an iilarposition vof the ship' for im artmg a meeting action to said member w enthe is deviatedirom hercourse by a perand means tondino' to synchronize'.thevari'ations in said meeting action with the variations in thefactionof said perturbing force on thel ship. y

72. ships and the like, ber, means for im tion thereto when her courseunder 'the action of a 'perturbresponsive to variations ahelm'controlling memarting a meet' acimparting a variable easing actionto said member as soon as the initial kinetic energy due to the actionof the perturbing force has been extinguished, the last mentioned meansalso tending to synchronize the variations in said easing action with.the variations in the angular kinetic energy due to the meetingaction'of the helm. i

73. Means forsteering a ship or the like including means for moving therudder, and

by a con'- tinuous function of the first mentioned elef o In vanautomatic steering 4device for t e ship is deviate from for permittingthe ship or the like to carry an amount of rudder to keep it on itscourse. 74. Means for steering ships or the like including meansresponsive to movement of the ship olfher course to move the rudder,said means beingadaptcd to introduce the amount of rudder required tokeep the ship on her course.

75.'In an automatic steering device for ships and the like, a helmcontrolling -member, means for .imparting thereto meeting and easingmovements when -tlie ship is deviated from hei' course under the actionof an external force, and means tending to synchronize the meetinmovements of said member with the variations inthe action of saiderturbing force en the ship, and the easingy movements of said memberwith the variations in the angular kinetic energy of the ship due to themeeting action of the helm. v v

76. Means for steering shi s or the'like including means vfor lcontro'ng the speed of movement of therudder. in re onse to conditions ofmovement ofthe ship oli' her course. v

77. In an automatic steering device, means responsive to a dynamical,element of motion the body to be steered and a helm controlling membercontrolled by said means.

78. n an automatic steering device for ships and the like, means forsteering a course between certain limits, and means responsive to adynamical element of motion .of the ship for influencing said steeringmeans. In au automatic steering device for ships and the 1iIre,-torquegenerating means responsive tovariations inthe angular po- 'sitionr ofthe ship, torque generating means responsive to variations in adynamical element of the an ar motion of the shp,vand a shaft control edby the differential action of saidmeans.' 4 In an automatic steeringdevice for sliipsand the like, a helm controlling niember, and meansresponsive to the instantaneous eii'ect of aperturbing forceon the shiforcausing said member to move the ru der until the effect of saidperturbin force ceases to influence the. movement oi the v,

31. n' an automatic. steering device for ships and the like, meansresponsive to the angle of deviation of the body to be steered from itsdirection or course, means respons ive to its angular velocity, meansresponsive to its angular acceleration, and means i'or combining theaction of all these means. 82. In an automatic steering device for shipsand the like, a helm controllinv menier, means responsive to the angle odeviaticn of the body to be steered from its vdirection or course, meansresponsive to a incenso deriutive with respect to time of the angle ofdeviation, and means for combining. the

action of said means intoaresultant action on the helm controllingmember.

83. In an automatic device having a member for affecting the position ofshi s or the like, means for controlling the mem r com-l 'rising meansresponsive tothe le of eviction of the ship from the desire position,Vmeans responsive to its an lar velocity, and means for combining 'taction of these means.

84. In an automatic device for controlling the position of ships or thelike, means for maintaining the bod in a constant position with respectto a re erence line, comprising means responsive to the angle ofdeviation from the desired position, means responsive toits angularvelocity, means responsiveto its angular acceleration, and means forcombining the action of all these means.

85. In an automatic steering device for` ships `and the like, a helmcontrollin member, means responsive tothe angle o deviation of the bodyto ybe steered from its direction or course, means responsive to aplurality of higher derivatives with respect toy time of the angle ofdeviation, end means for combining the action of said means into aresultant action on the helm controlling member.

86. In a system for controlling the condi.

tions of relative movement of two elements, means responsive to theextent of departure from a. predetermined condition, means responsive tothe velocity of the de arture means for adjusting the relative e ects oirboth these means, and means for combining the effect of these means tocontrol the conditions.

87. In a system for controlling the conditions of relative movement oftwo elements, means responsive to the extent of departure from apredetermined condition` means responsive to the value of a derivativewith respect to time of Vthis de arturo, means for ladjusting therelative e ects of both these A means, and means for eontrollin theconditions in accordance with the com ined efect of these two means.

88. In a system for controlling the oonditions of relative movement oftwo elements, means responsive to the extent of departure from apredetermined condition, means res'ponsive to the velocity of thedeparture,

means responsive to the value of a derivative with respect-tc time-ofthe velocity, and

derivative with respect-to time of this de-V rture, means for adjustingthe 'relative eilects of both these means, and means for 4controllingthe conditions of movement 1n constant, which consists in Vcontrollingthe conditions in. res parture of the .conditions from that desired, andto the values of a plurality of higher derivatives with respect to timeof this departure. V

ponse to the extent of de- 92.7111 a system for maintaining a body in `aconsta-nt angular position with res ect to a reference line, means res4onsive tot e angle of deviation ofthe y from its desired position.meons'responsive to a (plurality of igher timederivatives of saideviation,

means for combining the action of all these means, and means responsiveto said resultant action for returqingthe body to its desired sition.

93. na system for maintaining a body in a., constant angular positionwith respect to o referenoeline, means onsive to the ex tent ofdepartnre'of the ody from its de aired position, means responsive to thevelocity of the departure, means for combining the action of both 'thesemeans, and means responsive to said resultant action for return' thebody toits desired ition.

94. .a system 'for maintainingl a. body in a constant. angular position.wit respect to a reference line, means onsive to the extent o'departuxeof the bo y from its desired position, mea-ns responsive toA thevelocity of the departure means responsive to the acceleration of saiddeparturmrmeans for combiningthe action of all these means, and meansnaive to said resultant ac tion for returning the body to its desiredposition. v

95. The method of maintaining a body in constant angular relation withrespect to a reference line, which consists in controlling the positionof the body in re onse to the extent of departure of the v from thedesired position and to the values of a plurality of hi her derivativeswith respect to time of t is dpartnre.

In testimony whereof aix my signature.

NICOLAI MINORSKY.

